Air-brake system.



G. MAGLOSKE.

AmA BRAKE SYSTEM.

APPLICATION TILED OT.30, 1912.

1,081,316, Patented Dec. 16, 1913.

Fig.

I/ITNE'SSE'E [N VEN/ 717B M EEUHGE' LIDL 05105' His TTUE: N E'y 'ouirnn sriirns GEORGE MACLOSKIE, 0F SCHENEC'ADY, NE

COMPJ-iNY, A URPR W YIRK, ASSIGNDR T0 GENERAL ELECTRIC .ATIOIil UF NEWT Alli-BRAKE SYSTEM.

Leoncio.

To all whom t may concern.

Be it known that l., Geenen llflaonosnm, a citizen of the United States, residing at Schenectady, in the county oi' Schenectady, State of New York, have invented certain new and useful Improvements in Air-Brake Systems, of which the following is a speciiication.

My invention relates to air brake systems and particularly to those systems in which the advantages of the automatic brake and the straight air brake are combined.

An object of my invention is to hasten and assure the action with the straight air operation.

Another object of my invention is to so combine the two features that air may he taken from the automatic side tor aiding any or all of the straight air operations without reducing the pressure at any7 point on the automatic side 'where such reduction would tend to produce a movement ot the triple valve from release position.

Still another object ot my invention is to provide means for obtaining a maximum pressure in the brake cylinder and for maintaining such pressure therein and iior releasing the same when desired.

In my prior Patent No. 9237 l have described particularly a combined system in which a valve is provided for directing the admission of air vto the brale cylinder through the exhaust port of the triple valve on stri ight air application, the air heling taken from the straight air pipe, and trom some other source. rlhe present invention is an improvement on such a system in that in the straight air application airis admitted direct to the brake cylinder independently e'f the triple valve. ln my prior patent the s c ond sources ot air were shown as the main reservoir pipe and the automatic train pine. l prefer to use the auxiliary reservoir lor the second source et pressure or tie source of pressure on the automatic side oit the system aiding the straight air application since this has a distinct advantage over the use of the reservoir pipe or automatic train pipe Specification of Letters Patent.

.Application filed ctober EU, 19m.

Patented Dec. 16, 1913. Serial No. 7255339.

for a similar purpose. When either of these pipes is used to augment the straight air supply, the triple valves have a tendency to iioat that is, to move more or less slightly toward their application positions due to the decreasing ot the pressure on the train pipe sides oit their pistons. delaying further application and the release et the brakes as will he described more in detail later. l-ly using the auxiliary reservoir for the augmenting source or' pressure tor the straight air application these diliculties are ohviated. 'Whatever reduction of pressure may occur on the automatic side of the system primarily tends to hold the triple valve in its releasing position. This feature of my invention is applicable to any combined system where any operation of the straight air system is dependable on the position oi" the triple valve.

By using a means, for example, my improved iorm of quick service valve through which air can loe admitted from the reservoir pipe to the brake cylinder independently ot' the triple valve, the maximum pre sure on the brake piston, the pressure of the reservoir pipe, may he olitained quickly and uninterruptedly either through the opera tion oi the straight air system alone or through the joint operation ot both systems. This, however, results in reservoir pipe pres sure on the valve side ol? the triple pistons and in an increased tendency for the triple valves to move trom full release position. rlhere is normally no means for raising the automatic train pipe pre sure higher than the pressure oi the reservoir pipe and theretore once this pressure .is obtained in the brake cylinder with a triple piston moved over it is impossible to release the brake cylinder pressure through the exhaust port oit' that triple. ,l overcome this dilliculty hy providing a connection between the straight air pipe and the brake cylinder pipe, the passage theretlui'ough heilig normally closed hy a valve capable of opening the brake cylinder to the straight air pipe automatically when the ditlierence between the preslhis has resulted in f' sure in the brake cylinder and the pressure in the straight air pipe is above the normal operating pressure of the brake cylinder.

Figure 1 shows diagrammatically my system complete, a preferred form of triple valve being developed in section and the quick service valve being shown in outline. Fig. 2 is a developed sectional view of my improved quick service valve. Fig. 3 is a developed diagram showing the relation of the ports and passages of a brake valve suitable for use with this system in the various positions of the handle.

In Fig. 1 is shown a main reservoir 1 supplied with air by any convenient source as a compressor 2. Through the feed valve 3 air is supplied by the main reservoir 1 to the reservoir pipe 4 which is connected to the brake valve. The automatic train pipe 5 and the straight air or release pipe 6 are also connected to the engineers valve. The quick service valve 7 is connected to the triple valve exhaust port by the pipe 8, to the auxiliary reservoir by the pipe 9, to the brake cylinder by the pipe 10, and to the straight air or release pipe by the pipe 11. The auxiliary reservoir and the brake cylinder are shown at 12 and 13 respectively. The preferred form of triple valve 14 is connected as usual to the automatic train pipe 5. A passage 15 controlled by. the triple valve is provided through the triple valve body; this passage is connected to the reservoir pipe 4 by means of the pipe 16. When the triple valve is in other than full release position, this passage from the reservoir pipe 4 to the chamber of the triple valve, and thus to the auxiliary reservoir 12, is closed. This triple valve and its connections are well known. The quick service valve 7 is provided with three chambers 17 a, 17b and 17 C. The auxiliary reservoir connection is made to the port 9a which is normally closed to the chamber 17a by means of the valve 19 which is held to its seat bot-h by the pressure in the auxiliary reservoir and by the spring 20. Into the chamber 17a the port 10a which is connected direct to the brake cylinder 13 also opens. Near the center of the chamber 17h opens the port 11a connected to the straight air pipe 6 and at the bottom of the chamber 17 C opens the port 82L connected to the exhaust port of the triple valve 14. A piston 18 is located between the chambers 17a and 17". This piston 18 is provided with a stem 21 which, when the piston 18 is raised, engages with the stem of, and opens, the valve 19. Grooves 22 of considerable area are provided in the upper part of the chamber 17 l in such a position that considerable air can pass about the piston 18 when this piston is raised from the seated position of the drawing. A valve 23 normally closes the exhaust port 24 of the quick service valve. This valve is controlled by the piston 25 between the chamber 17b and 17C and is normally held to its seat by its own weight and by the spring 26 which engages at its upper end the part 27 extending across the chamber 17 b. The piston 18 in its lower position rests upon this part 27, and an annular lip on the piston engages an annular gasket on the part 27 thus sealing chamber 17 D from 17 a. The passage 8a opens below the piston 25 and the spring 26 need be of only sufficient tension to hold the valve 28 to its seat under the jarring to which the mechanism is subjected. The construction and operation of the various pistons and valves of the quick service valve thus far described are very similar to the corresponding members of the quick service valve of my patent before mentioned. The quick service valve is also provided with the passage 28 which connects the ports '10a and 11a. In this passage 28 is located the relief valve 29, normally closing the passage and at all times preventing the passage of air from the passage 11a to the passage 10a. This valve is held to its seat by the spring 30. The compression of this spring is suilicient to maintain this valve on its seat against a pressure in the brake cylinder at least equal to, and generally preferably somewhat greater than, the greatest pressure supplied to the brake cylinder in any automatic application of the brakes.

In F ig. 3 is shown a development of a brake valve which is well suited to control the operation of the combined automatic and straight air brake systems above described. The straight air pipe 6, the reservoir pipe 4, the automatic train pipe 5, and the exhaust of the engineers valve are indicated. At release posit-ion of the engineers valve, the straight air pipe 6 is connected to the exhaust port and the reservoir pipe is connected to the Yautomatic train pipe. In this position of the engineers valve, therefore, the pressure in the straight air pipe is that of the atmosphere and the automatic train pipe is charged or recharged from the reservoir pipe. Providingthe brakes have previously been applied, they are released when the engineers valve is moved to this position. In the second or holding position the straight air pipe is closed, but the reservoir pipe and the automatic train pipe are still connected together. In the third or straight air lap position, all the ports are blanked. In the fourth or straight air application position, the straight air pipe 6, and the reservoir pipe 4 are connected together. In this position the pressure in the straight air pipe is raised and the brakes applied through the quick service valve. The fifth position is that of lap, all the ports are blanked as in the third position. The sixth and seventh positions are the service and emergency positions of the automatic yso side 'of the system and in these positions of the engineers valve', the automatic train 'pipe 5 is connected to the exhaust port.

Such a system as I have described hasnumerous advantages. In the straight air or fourth position of the engineers valve .air is supplied to the straight air pipe (5,' vthe piston 18 israised, the valve 19 opened thereby and air from both the straight air .pipe and from the auxiliary reservoir is supplied direct to the brake cylinder through the brake cylinder connection'lO. The en-v gineers valve 1s held in this position only until the desired pressure is obtained in the brake cylinder. The air in the brake cylindercann'ot escape through the triple valve exhaust portsince the pressure it ex- .erts on the underside of the piston 25 is aty least balanced by the pressure in the straight air pipe and the valve 23 is thus held to itsl seat by the spring 26. By providing the external connection 10, the application of `the brake is assured irrespective of the position of the triple valve and is somewhat quicker than 'it would be were the air required to traverse certain of the passages in the triple valvel as in my prior patent above referred to.

lleretofore no particular attention has been paid to the point on the automatic lside Aof the system fromwhich air is taken to aid the straightair application. lt has been suggested that the air be taken from some point of the reservoir pipe or from` the automatic train pipe. Suddenly reducing the pressure at these points on the automatic side of the system has at times resulted in a slight movement of the triple valve piston due to the reduction of pressure 'on its train pipe side. rlllie slight movement is suficientto close the exhaust port of the triple valve which has resulted in a number of dithculties. Where the straight airlapplication is made through the exhaust port'of the triple valve, as in my prior patent before mentioned, the application of the brakes is delayed until the pressure in fro-nt of the triple valve is again raised a number of pounds and the triple valve piston .forced back to its release position. lijven where an outside connection suoli as l have provided at 10 is used, the release of the air supplied to the brake cylinder by means of the straight air pipe is retarded until the triple valve piston is moved back to its release position. This may be an undesirable feature in those cases where stops and starts are very frequent. I overcome these difliculties by deriving the air to aid that supplied through tlie straight air pipe from the auxiliary reservoir as l have here shown. Any reduction in pressure on the automatic side of the 'system is made in its greatest value on the auxiliary reservoir side of the triple valve piston which results therefore, in maintaining the triple valve in its release position.

' rlhe peculiar construction I have heretofore described allows me to obtain the maximum pressure in the brake cylinder. On ordinary straight air application the engineer-s valve is moved to the fourth or straight air position and air is admitted to the straight air pipo, thus supplying air to the brake cylinder through the pipe 10 as before described. Villen the brakes have been applied with sutlicient force, the en gineers valve is turned to the lap position in which the straight air pipe 6 is blanked. The piston 1S then settles down to its seat as shown in the drawing and the valve 19 is allowed to close. The pressure which may be in the brake cylinder 18 is, however, held and the brakes are not released until the engineers valve is turned to the first or releas ing position. In this posi-tion the air from the straight air pipe is allowed to pass to the atmosphere through the exhaust port of the engineers valve. The pressure of the straight air pipe being removed from the top of the piston 25, the brake cylinder pressure through the triple valve body and triple valve exhaust port on the under side of'this piston is then sufficient to raise it 'and the valve 23 allowing the air in the brake cylinder to pass to the atmosphere through the port 24 and the straight air pipe. New it is possible to obtain the pres sure of the reservoir pipe in the brake cylinder by holding the engineers valve in the straight air position for a sul'licient length of time. The pressure of the reservoir pipe is, of course, the maximum pressure which it is possible to exert on the brake piston. Then this maximum pressure is obtained in the brake cylinder either by the operation of the straight air system alone or by the combined actions of the two systems the probability that the triple valve has moved from release position, is increased. There is then almost certain to exist the condition of a triple valve moved from release position and reservoir pressure on the auxiliary reservoir side of the piston. To move the triple piston back to release, it is of course, necessary to raise the pressure in the automatic train pipe a number of pounds above the pressure in the auxiliary reservoir. It is also, of course, impossible to raise the automatic train pipe pressure above the pressure of the reservoir pipe, which means that unless some other way of releasing the' and the blow-off valve 29 with its spring 30. v

Now preferably the tension of the spring 30 is such that even though the straight air pipe is at atmospheric pressure on automatic application of the brakes the pressure in the brake cylinder is not suiiicient to openy the valve 29 and allow the escape of air through the straight air pipe. The compression of the spring 30 may, however, be s0 adjusted as to allow a heavy pressure to be applied in the brake cylinder and to blow olf to a desired value, the valve then being similar in this action to the external blowoil valves provided with high speed braking systems. When a greater pressure than can be applied by the automatic side of the system alone is applied t0 the brake piston by means of the straight air pipe, and subsequently the straight air pipe 1s connected to atmosphere, the pressure in the brake cylinder opens the valve 29 and allows the escape of suiiicient air through the straight air pipe and the exhaust in the engineers valve to reduce the pressure on the auxiliary reservoir side of the triple piston below the pressure in the reservoir pipe; during this operation the triple valve is in application position and air passes from the auxiliary reservoir through the brake cylinder port of the triple valve to the pipe l0 and thence through the passage 28 of the quick service valve. The triple valve may then be forced to release position and the release continued in the regular way through ythe port 24. This feature of my invention is not restricted in its use to the particular quick service valve I have shown, as will be understood by those skilled in the art.

lVhat I claim as new and desire to secure by Letters Patent of the United States, is

1. The combination with an automatic air brake system, of a straight air pipe and a valve mechanism, the latter being connected to a source of air in the automatic system and direct to the brake cylinder and being provided with means to establish a path for air from the said source to the brake cylinder when air is supplied to the brake cylin der by the straight air pipe.

2. The combination with an automatic air brake system, of a straight air pipe and a valve mechanism, the latter being connected to a source of air in the automat-ic system, to the straightair pipe and directto the brake cylinder and being provided with means to establish a path for air from the said source to the brake cylinder actuated by air supplied by the straight air pipe to the brake cylinder.

3. The combination with an automatic air brake system of a straight air pipe, a valve mechanism connected to the exhaust port of t-he triple valve and a valve mechanism connected to a source of air in the automatic system and direct to the brake cylinder, said valve mechanisms being operable when air is supplied to the brake cylinder by the straight air pipe, the first for closing the triple valve exhaust port and the second for establishing a path from the said source of air to the brake cylinder.

4. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to the exhaust port of the triple valve and a valve mechanism connected to a source of air in the automatic system and direct to the brake cylinder, said valve mechanisms being connected to the straight air i-pe and controlled by air supplied througli the straight air pipe, the first being held in a position closing the triple valve exhaust port and the second bein operated to establish a path from the sai source of air to the brake cylinder,

5. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to the exhaust port of the triple valve and a valve mechanism connected to a source of air in the automatic system and direct to the brake cylinder, said valve mechanisms being connected to the straight air pipe and controlled by air supplied through the straight air 1pc to the brake cylinder, the first being helld in a position closing the triple valve exhaust port and the second being operated to establish a path from the said source of air to the brake cylinder.

6. The combination with an automatic air brake system, of a straight air pipe and a valve mechanism, the latter bein connected to the auxiliary reservoir and direct to the brake cylinder and being provided with means to establish a path for air from the said auxiliary reservoir to the brake cylinder when air is supplied to the brake cylinder by the straight air pipe.

7. The combination with an automatic air brake system, of a straight air pipe and a valve mechanism, the latter being connected to the auxiliary reservoir, to the straight air pipe and direct to the brake cylinder and being provided with means to establish a path for air from the said auxiliary reservoir to the brake cylinder actuated by air supplied by the straight air pipe to the brake cylinder.

8. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to t-he exhaust port of the triple valve and a valve mechanism connected to the auxiliary reservoir and direct to the brake cylinder, said valve mechanisms, being operable when air is supplied stl to the brake cylinder by the straight air pipe, the first .for closing the triple valve exhaust port and the second for establishing a path from the said auxiliary reservoir oi air to the brake cylinder.

9. rThe combination with an automatic air brake system, of a straight air pipe, a Valve mechanism connected to the exhaust port oit' the triple Valve and a Valve mechanism connected to the auxiliary reservoir and direct to the brake cylinder, said Valve mechanisms being connected to the straight air pipe and controlled by air supplied through the straight air pipe, the lirst being held in a position closing the triple valve exhaust port and the second being operated to establish a path from the said auxiliary reservoir oi air to the brake cylinder.

10. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to the exhaust port of the triple Valve and a Valve mechanism connected to the auxiliary reservoir and direct to the brake cylinder, said vali/'e mechanisms being connected to the straight air pipe and controlled by air supplied through the straight air pipe to the brake cylinder, the lirst being held in a position closing the triple valve exhaust port and the second being operated to establish a path from the said auxiliary reservoir of air to the brake cylinder.

l1. ln an air brake system, a straightsai r train pipe through which air flows to the brake cylinder in applying the brakes, and automatic Valve mechanism actuated by a flow of air from the straight-air pipe into the brake cylinder arranged to establish connections between the auxiliary reservoir and the brake cylinder.

l2. In an air brake system, a straight-air train pipe through which air flows to and from the brake cylinder in applying and releasing the brakes, and automatic valve mechanism actuated by a flow oit air trom the straight-air pipe into the bralre cylinder arranged to establish connections between the auxiliary reservoir and the brake cylinder.

13. In an air brake system, a reservoir on each car, a train pipe normally carrying air under pressure, a straight-air train pipe through which air Hows to the brake cylinder in applying` the brakes, automatic Valve mechanism actuated by a flow 0i air trom the straight-air pipe to brake cylinder and arranged to establish connections between the auxiliary reservoir and the bralre cylinder, and automatic means for connecting brake cylinder to reservoir upon a sudden fall of pressure in the first mentioned train pipe.

la. TheV combination with an automatic and a straight air brake system, a passage through the triple valve in the release position thereof being utilized by the straight air system, of means supplying air from the auxiliary reservoir for aiding the straight air operation.

l5. rllhe combination with an automatic and a straight air bralre system, a passage through the triple valve in the release position thereof being utilized by the straight air system, of means supplying air from the auxiliary reservoir for aiding the straight air application.

le. rlhe combination with an automatic air brake system, ot a straight air pipe for admitting air to the bralre cylinder, Valve means preventing the return et air from the brake cylinder to the straight air pipe and a valve for opening the brake cylinder to the straight air pipe.

17. llhe combination with an automatic air brake system, of a straight air pipe and means controlled thereby for admitting air to the brake cylinder, the whole being arranged to prevent the passage ot air from the brake cylinder to the straight air pipe, and a valve for opening the brake cylinder to the straight air pipe.

15%. rllhe combination with an automatic air brake system, of a straight air pipe and means controlled thereby for admitting air to the bralre cylinder, the whole being arranged to prevent the passage ci" air vfrom the brake cylinder to the straight air pipe, and a `valve for opening the brake cylinder to the straight air pipe on the occurrence of a difference between the pressures in the brake cylinder and in the straight air pipe greater than the diitlerence between the pressures in the brake cylinder' and of the atmosphere in the automatic application of the brakes.

19. The combination with an automatic air brake system, o" another means for supplying air to the brake cylinder' and a Valve for releasing air from the brake cylinder on the occurrence of a difference between the pressures in the brake cylinder and a part of said means greater than the difference between the pressures in the brake cylinder and oit the atmosphere in the automatic application of the brakes 20. 'l'.he combination with an automatic air brake system oit another means i'or supplying airl to the brake cylinder and a valve for releasing air from the bralre cylinder on the occurrence oit a diillerence between the pressure in the brake cylinder and a pressure controlled by said means greater than the ditterence between the pressures in the bralre cylinder and oi the atmosphere in the automatic application ot' the brakes.

2l. The combination with an automatic air brake system, ci a straight air pipe, a Valve mechanism, the latter being connected to a source et air in the automatic system and direct to the brake cylinder and being provided with means to establish a path for air from the said source to the brake cylinder when air is supplied to the brake cyl- 'inder by the straight air pipe, a connection between the brake cylinder and the straight air pipe and a Valve therein for opening the brake cylinder to the straight air pipe on the occurrence of a dierence between the pressures in the brake cylinder and in the straight air pipe greater than the difference between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

22. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to the exhaust port of the triple valve and a Valve mechanism connected to a source of air in the automatic system and direct to the brake cylinder, said valve mechanisms being operable when air is supplied to the brake cylinder by the straight air pipe, the first for closing the triple Valve exhaust port and the second for establishing a path from the said source of air to the brake cylinder, a connection between the brake cylinder and the straight air pipe and a valve therein for opening the brake cylinder to the straight air pipe on the occurrence of a difference between the pressures in the brake cylinder and in the straight air pipe greater than the difference between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

23. The combination with an automatic air brake system, of a straight air pipe, a Valve mechanism connected to the exhaust port of the triple Valve and a valve mechanism connected to a source of air in theautomatic system and direct to the brake cylinder, said valve mechanisms being connected to the straightair pipe and controlled by air supplied through the straight air pipe, the first being held in a position closing the triple valve exhaust port and the second being operated to establish a path from the said source of air to the brake cylinder, a connection between the brake cylinder and the straight air pipe and a valve therein for opening the brake cylinder to the straight air pipe on the occurrence of a difference between the pressures in the brake cylinder and in the straight air pipe greater than the difference between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

24. The combination with an automatic air brake system of a straight air pipe vand a Valve mechanism, the latter being connected to the auxiliary reservoir and direct to the brake vcylinder and being provided with means to establish a path for air from the said auxiliary reservoir to the brake cylinder when lair is supplied to the brake cylinder by the straight air pipe, a connection between the brake cylinder and the straight air pipe and a valve therein for opening the brake cylinder to the straight air pipe on the occurrence of a dierence between the pressures in the brake cylinder and in the straght air pipe greater than the difference between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

25. The combination with an automatic air brake system, of a straight air pipe, a valve mechanism connected to the exhaust port of the triple valve and a valve mechanism connected to the auxiliary reservoir and direct to the brake cylinder, said valve mechanisms being' operable when air is su plied to the brake cylinder by the stra-ig t air pipe, the first for closing the triple valve exhaust port and the second for establishing a path from the said auxiliary reservoir of air to the brake cylinder, a connection between the brake cylinder and the straight air pipe and a valve therein for opening the brake cylinder to the straight air pipe on the occurrence of a difference between the pressures in the brake cylinder and in the straight air pi e greater than the difference between t e pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

26. The combination with an automatic air brake system, of another means for supplying air at reservoir pipey pressure to the brake cylinder and a Valve for releasing air from the brake cylinder on the occurrence of a diiterence between the pressures in the brake cylinder and a part of said means greater than the dilerence between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

27. The combination with an automatic air brake system of another means for supplying air at reservoir pipe pressure to the brake cylinder and a valve Jfor releasing air from the brakel cylinder on the occurrence of a difference between the pressure in the brake cylinder and a pressure controlled by said means greater than the difference between the pressures in the brake cylinder and of the atmosphere in the automatic kapplication of the brakes.

28. The combination with an automatic air brake system, of means for supplying air at reservoir pipe pressure to the brake cylinder and a valve for releasing a part of the air in the brake cylinder on the occurrence of a diierence between the pressure in the brake cylinder and a pressure controlled by said means greater than the diierence between the pressures in the brake cylinder and of the atmosphere in the automatic application of the brakes.

29. The combination with an automatic the brake cylinder' and of the atmosphere in 10 air brake system of means for supplying the automatic application of the brakes. air at reservoir pipe pressure to the brake In Witness whereof, I have hereunto set olylinder anali a gallve for1 relleasing la part of my hand this 29th day of October, 1912. tie air in tie ra re eyinc er on t e occura renee of a difference between the pressure GEORGE MACLOSKIE' in the brake cylinder and another pressure Witnesses: controlled at the engiueers Valve greater HELEN ORroRD, than the difference bet-Ween the pressures in MARGARET E. VVooLLEY.

Copies of this patent may be obtained for flve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

